U.S. patent number 3,713,426 [Application Number 05/116,512] was granted by the patent office on 1973-01-30 for vaned rotor engine and compressor.
Invention is credited to Robert L. Jensen.
United States Patent |
3,713,426 |
Jensen |
January 30, 1973 |
VANED ROTOR ENGINE AND COMPRESSOR
Abstract
A rotary engine and compressor constructed in elongated
configuration around a central shaft to which vanes are rotatibly
secured. The vanes project through slots in a cylindrical rotor
mounted off-center on bearings in a casing. The cylindrical rotor
is the primary rotating member which drives through gear means the
accessory shaft and the power hub. As the rotor and vanes revolve
in the casing, the volume between the vanes varies from near zero
at the tangent point to a maximum at 180.degree. opposite the
tangent point. Selected porting and venting of the casing cause the
rotating cylinder and vanes to function as either an engine when
fuel and ignition is provided or as a compressor when driven in
rotation.
Inventors: |
Jensen; Robert L. (Kerrville,
TX) |
Family
ID: |
22367608 |
Appl.
No.: |
05/116,512 |
Filed: |
February 18, 1971 |
Current U.S.
Class: |
123/236; 123/216;
418/241; 418/13 |
Current CPC
Class: |
F01C
1/3442 (20130101); F02B 53/00 (20130101) |
Current International
Class: |
F01C
1/00 (20060101); F01C 1/344 (20060101); F02B
53/00 (20060101); F02b 053/08 () |
Field of
Search: |
;123/8.29,119R
;418/13,241 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Husar; C. J.
Claims
I claim:
1. A vaned rotary engine or compressor comprising:
a. a central shaft means mounted substantially at the center
of,
b. a casing the inner surfaces of said casing defining,
c. a cylinder means at a constant radius from said central
shaft,
d. a cylindrical rotor rotatibly mounted off-center of said
cylinder means,
e. multiple vanes flexibly secured to said central shaft, said
multiple vanes projecting through,
f. uniform space slots in said cylindrical rotor,
g. vane retainers for securing said multiple vanes rotatibly on
said central shaft,
h. said vanes including flared shoulders which are secured in,
i. retainer slots which are constructed in said vane retainers.
2. The invention of claim 1 in an engine configuration
including:
a. fuel means, and
b. ignition means positioned to ignite fuel introduced into said
engine.
3. The invention of claim 1 wherein said cylinder means
comprises:
a. an engine cylinder,
a compressor cylinder,
c. engine vanes projecting through said rotor slots in said engine
cylinder,
d. compressor vanes projecting through said rotor slots in said
compressor cylinder,
e. manifold means inter-connecting said compressor cylinder and
said engine cylinder, and
f. a manifold pressure bleeder valve intermediate said compressor
cylinder and said engine cylinder, said bleeder valve adapted to
vent air thereby reducing the degree of supercharge of said engine
cylinder.
4. The invention of claim 1 comprising:
a. gear means constructed in or secured to said cylindrical rotor,
and
b. power take-off gear means intermeshed with said rotor gear
means.
5. The invention of claim 3 including an intermediate cylinder head
juxtaposition said compressor cylinder and said engine
cylinder.
6. The invention of claim 3 wherein said fuel means comprises:
a. a venturi including a throat positioned in said manifold
means,
b. pressure responsive fuel flow control valve,
c. a high pressure sensing vent positioned forward of said venturi
operably connected to said control valve,
d. a low pressure vent positioned in close proximity to said
venturi throat operably connected to said control valve,
e. said control valve constructed and arranged to meter fuel
responsive to variable pressure sensings.
7. The invention of claim 1 including counter-weights secured to
said vane retainers, said counter-weights secured substantially
opposite said vanes.
8. The invention of claim 1 including retainer bearings
intermediate said vane retainers and said central shaft.
9. In association with an internal combustion engine the
sub-combination of a fuel means comprising:
a. a compressor adapted to supercharge,
b. an engine cylinder,
c. a manifold means interconnecting said compressor and said engine
cylinder,
d. a venturi including a throat positioned in said manifold
means,
e. a pressure responsive fuel flow control valve,
f. a high pressure sensing vent positioned forward of said venturi
throat operably connected to said control valve,
g. a low pressure vent positioned in close proximity to said
venturi throat operably connected to said control valve,
h. said control valve constructed and arranged to meter fuel
responsive to variable pressure sensings,
i. a manifold pressure bleeder valve positioned in said manifold
means juxtaposed said supercharger and said venturi, said pressure
bleeder valve adapted to vent air thereby reducing degree of
supercharge of said engine cylinder.
Description
Pumps and rotary engine concepts utilizing vanes rotating in a
cylinder are quite old. The inventor is the first to conceive of
the mounting of a series of vanes freely rotating on a central
shaft in a cylinder and driving the vanes through slots in an
off-center cylindrical rotor in the compressor configuration. In
the engine configuration, pressure applied to the vanes by
combustion drive the cylindrical rotor. In an embodiment of the
preferred concept, the rotor is mounted in suitable bearing means
in the casing in which may be constructed lubricating passageways.
Either internal or external gear teeth may be constructed in the
rotor for starting and power take-off.
The compressor and the engine are basically mirror images of each
other. The application of compressed air and fuel adjacent the
tangent point with ignition will drive the vanes in rotation as the
burning gases are expanded. An opposite porting would provide
intake of air at the larger port and compress the volume of air as
rotation occurs toward the smaller port. A method of controlling
the degree of power and the rate of rotation of the engine would be
to limit the degree of supercharging of the engine by venting air
to the atmosphere.
For a complete description of the construction and operation of the
device, reference is made to the attached several views wherein
like reference characters are utilized to refer to identical or
equivalent components throughout the several views and the
following detailed description.
FIG. 1 is a sectional view of the device illustrating both the
engine and compressor configuration.
FIG. 2 is a sectional view of the elongated dimensions of the
device illustrating primarily the casing, the cylindrical rotor
bearing and gear means for power take-off.
FIG. 3 is a bottom isometric view of the assembled device.
FIG. 4 is a fragmented isometric view of the central shaft and
cylindrical rotor and the vanes.
FIG. 5 is a schematic illustration of the engine, fuel system,
compressor and control means.
For a detailed description of the construction and operation of the
device of this invention, reference is particularly made to FIG. 1.
The device is constructed around a central shaft 10 to which is
rotatibly, flexibly secured a series of vanes 11 which are mounted
on vane retainers 12 to which are secured counter weights 13.
Encasing the vanes 11 at the extremity of their radius is a casing
14 the inner surface of which defines a cylinder 15. Mounted
off-center for rotation is a cylindrical rotor 16 which is secured
in the casing by a series of main bearings 17. Constructed in the
cylindrical rotor 16 is a series of slots 18 through which vanes 11
project to a point closely adjacent cylinder wall 15. The
cylindrical rotor 16 has constructed in its inner or outer surface
rotor gear teeth 19. Operably engaging these rotor gear teeth 19 in
the preferred embodiment as illustrated in FIG. 2 is accessory gear
20 driving an accessory gear shaft. In FIG. 2, a method of power
take-off is illustrated utilizing a reduction gear configuration.
Power gear 21 is meshed with rotor gear teeth 19 which are
integrally a part of the power hub 22. This power hub 22 is mounted
for rotation on a power hub bearing 23 which surrounds the central
shaft 10. Lubricating passageways 24 as required for proper
lubrication are constructed in the central shaft 10 and casing 14.
For an illustration for the practical embodiment of this concept,
reference is made to FIGS. 1, 2 and 5. Mounted on a single center
shaft 10 in a common cylindrical rotor 16 is a series of engine
vanes 25 which are isolated in an engine casing 26. On the opposite
end of the central shaft 10 and cylindrical rotor 16 are mounted
compressor vanes 30 and a compressor casing 31. An intermediate
cylinder head 27 is mounted in casing 14 to operably isolate the
engine casing 26 and the compressor casing 31 and to the opposite
end of the engine casing 26 is secured and engine cylinder head 28.
In the comparable structure a compressor cylinder head 29 is
secured to the end of the compressor casing 31. These components
are held in an integral structure by a series of casing bolts
66.
To enable the vane rotor of this concept to function as a
compressor or an engine, suitable porting means must be provided.
Reference is made to FIGS. 1 and 5. In the compressor
configuration, the device must be provided with a compressor intake
port 32 which is open to the atmosphere. In conjunction with this
intake port 32 there must be constructed in compressor casing 31
intake slots 33. Closely adjacent and on the opposite side of the
tangent point 34 of this device in the compressor configuration
must be constructed the compressor exhaust manifold 36. This
compressor exhaust manifold 36 communicates with the transfer
manifold 37 which leads to an engine intake port 40. In essence,
engine intake port 40 is identical in configuration and position to
compressor exhaust manifold 36. In the vicinity of engine intake
port 40 along the direction of rotation of the vanes 11 there is
constructed in the engine casing 26 a fuel injector 41 adjacent to
which is mounted an ignition plug 42. Mounting for the ignition
plug 42 is constructed preferably with an indentation in the inner
surface of the cylinder 15 wall. This indentation comprises the
ignition bypass 43 and runs the length of the engine casing 26.
This bypass 43 will permit continuous ignition independent of the
ignition plug 42 once the device is in operation. The construction
of the accessory gear 20 and the power gear 21 has been previously
referred to in the preferred embodiment. As illustrated, accessory
gear 20 is driven by internal gears 44 constructed in or secured to
the cylindrical rotor 16 whereas the power gear 21 engages external
rotor gear teeth 45.
Although the structure might be utilized as a pump or engine in
conjunction with other structure, for an illustration of a
preferred combination, reference is made to FIG. 5. A fueling means
46 would employ a source of fuel 47 to which is operably connected
a constant pressure fuel pump 48. The fuel flow would be metered
through mixture control device 49 which might well comprise a
needle valve 50 which is regulated by a piston or diaphragm 51
which is spring loaded 52. This mixture control 49 is operably
connected to a venturi 53 which is mounted in the transfer manifold
37 between the compressor exhaust manifold 36 and the engine intake
port 40. Piston diaphragm 51 is mounted in a cylinder or chamber 54
wherein the high pressure side 55 communicates with the transfer
manifold 37 forward of the venturi 53 whereas the low pressure side
56 communicates with transfer manifold 37 closely adjacent the
throat of the venturi 53. This arrangement of components results in
an injection of fuel proportional to air flow into the engine. The
combination of a combustor 61 engine and compressor 60 in the
configuration illustrated would operate only at maximum power in
the absence of some means of control. A suggested method of varying
the power output would be a manifold pressure bleeder valve 57.
Opening of this valve 57 would vent air delivered by the compressor
60 to the atmosphere.
The design of the components facilitates the assembly and
interchangeability of parts. The vanes 11 are constructed with a
flared shoulder 62 which is secured in the retainer slot 63 which
is constructed in the vane retainer 12. These retainers 12 are
identical in structure and may be interchangeably placed on the
central shaft 10. Each vane 11 is secured on shaft 10 by three
retainers 12 with associated counter weights 13 and retainer
bearings 38.
The composite device might be adapted for assembly in various
manners, the preferred embodiment suggests, however, that the
following procedure is acceptable. Compressor vanes 30 are first
placed in the cylindrical rotor 16 then vane retainers 12 are
placed on the various vanes 30 engaging the retainer slots 63 over
the flared shoulders 62. For this illustration, the compressor
vanes 30 are arbitrarily numbered 1 through 6 in a clockwise
direction. A vane retainer 12 is secured to vane Nos. 1, 4, 2, 5,
3, 6, in the order indicated repeating the procedure until eighteen
vane retainers 12 are attached to the compressor 30 vanes in the
compressor 60 assembly. The central shaft 10 is then inserted
through the retainer bearings 38 at the first eighteen (18) vane
retainers 12. Center support buld head 35 is then placed on shaft
10. Intermediate cylinder head 27 and associated main bearing 17
are placed around cylindrical rotor 16. Engine vanes 25 are then
positioned in slots 18 in engine 61 section of cylindrical rotor
16. The identical sequence specified above is then followed in
engaging retainer slots 63 on the flared shoulders 62 of engine
vanes 25. After the attaching of the prescribed eighteen (18) vane
retainers 12 in engine 61 section the central shaft 10 is inserted
through the retainer bearings 38 in the engine 61 section. Engine
support bulkhead 59 is then placed on shaft 10. At this stage of
assembly, cylindrical rotor 16 with central shaft 10 and engine
vanes 25 and compressor vanes 30 as illustrated in FIG. 4 are
assembled to receive engine casing 26 and compressor casing 31. The
compressor casing 31 and compressor cylinder head 29 are secured in
position. The accessory pad 67 is attached to the compressor
cylinder head 29 and the various accessory assemblies secured in
position. Conventional procedures are followed in securing engine
cylinder head 28, power gear 21, power hub bearing 23 on shaft 10
after which thrust bearings 39 are secured adjacent power hub 22.
At this stage of the assembly, the required casing bolts 66 are
utilized to secure the various components in an integral structure.
The foregoing is designed to illustrate in summary a method of
assembly of a preferred embodiment. The method of construction and
mode of assembly of a composite cylinder 15 structure is largely
optional with the designer. It might well be varied by one skilled
in the art.
For a description of the operation of the device, reference is made
to FIGS. 1 and 5. As the compressor 60 rotates air enters the
compressor 60 through the compressor intake port 32. The off-center
positioning of the cylindrical rotor 16 as it drives the vanes 11
in rotation in the cylinder 15 results in a decreasing of the
volume between any two particular vanes 11 as well as moving the
air forward through steadily decreasing space between the cylinder
15 and the cylindrical rotor 16. The volume occupied by the air is
reduced to about one-fifteenth of its former volume. As the vanes
11 approach the tangent point 34 at the bottom of the compressor
60, the air passes through the compressor exhaust manifold 36 into
the transfer manifold 37 which leads through the venturi 53 to
engine intake port 40 and into engine 61. Fuel injection and
ignition as previously discussed occurs closely adjacent the
tangent point 34 in the engine 61. The burning and expanding gases
apply pressure to vanes 11 as they move through engine casing 26.
Combustion occurs during approximately 200.degree. rotation of the
vanes 11 in the engine 61 at which point vane 11 will vent the
burning gases to the atmosphere through the engine exhaust manifold
63. The comparison of the schematic illustrations in FIG. 5
illustrate how in operation a series of vanes 11 mounted on a
single central shaft 10 driven by an integral cylindrical rotor 16
can function as a cooperating compressor 60 and engine 61. In the
preferred embodiment visualized, the vanes 11 were 6 inches long
and have a radius of 3 inches from shaft 10, the diameter of the
cylindrical rotor was 4 inches while the diameter of the cylinder
was 6 inches. Rotor 16 is mounted in casing 14 in such a manner as
to be tangent with cylinder 15 wall at the bottom point as
illustrated in the views. Vanes 11 are preferably constructed of
titanium or other light heat resistant metals or alloys. The engine
61 could be fueled with most any hydrocarbon fuel; however,
kerosene or similar jet fuel is preferable. Cooling may be
accomplished by a water jacket in conjunction with a radiator or
the device may be air cooled by constructing cooling fins 64 in the
outer extremities of the casing of the compressor 60 and engine 61.
Lubrication as stated, may be accomplished by the supplying of oil
through lubricating passageways 24 in the structure. Positive
pressure lubrication passing the oil through an oil radiator 65
would assist in cooling. The area of contact of the vanes 11 and
the cylindrical rotor 16 in the a area of slots 18 can be splash
lubricated by admitting oil internal of the cylindrical rotor 16.
The utilization of a fuel such as kerosene provides some
lubrication to the internal components of the device.
I have illustrated and described the utilization of the concept of
this invention in an engine 61 and a compressor 60 configuration as
well as the combined structure in a dual configuration. What is
desired to be claimed in all embodiments and modifications of this
invention not departing from the concept as defined in the appended
claims.
* * * * *